Federal Register / Vol. 63, No. 130 /Wednesday, July 8, 1998 /Rules and Regulations 36835

accordance with paragraph (b) of this AD.

The request should include an assessment of

the effect of the modification, alteration, or

repair on the unsafe condition addressed by

this AD; and, if the unsafe condition has not

been eliminated, the request should include

specific proposed actions to address it.

Compliance: Required as indicated, unless

accomplished previously.

To detect and correct a rotated, damaged,

or missing lock bolt, which could result in

disengagement of the pintle pin from the

bearing, and consequent collapse of the main

landing gear (MLG) during landing,

accomplish the following:

(a) Perform a detailed visual inspection to

detect discrepancies (rotation, damage, and

absence) of the lock bolt for the pintle pin on

the MLG, in accordance with Airbus All

Operator Telex (AOT) 32–17, Revision 01,

dated November 6, 1997, at the latest of the

times specified in paragraphs (a)(1), (a)(2),

and (a)(3), of this AD. If any discrepancy is

detected, prior to further flight, perform

corrective actions, as applicable, in

accordance with the AOT. Repeat the

inspection thereafter at intervals not to

exceed 1,000 flight cycles or 15 months,

whichever occurs first.

(1) Within 30 months since the airplane’s

date of manufacture or prior to the

accumulation of 2,000 total flight cycles,

whichever occurs first.

(2) Within 15 months or 1,000 flight cycles

after the last gear replacement or

accomplishment of Airbus Service Bulletin

A320–32–1119, Revision 1, dated June 13,

1994, whichever occurs first.

(3) Within 500 flight cycles after the

effective date of this AD.

(b) An alternative method of compliance or

adjustment of the compliance time that

provides an acceptable level of safety may be

used if approved by the Manager,

International Branch, ANM–116, FAA,

Transport Airplane Directorate. Operators

shall submit their request through an

appropriate FAA Principal Maintenance

Inspector, who may add comments and then

send it to the Manager, International Branch,

ANM–116.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the International Branch,

ANM–116.

(c) Special flight permits may be issued in

accordance with sections 21.197 and 21.199

of the Federal Aviation Regulations (14 CFR

21.197 and 21.199) to operate the airplane to

a location where the requirements of this AD

can be accomplished.

(d) The actions shall be done in accordance

with Airbus All Operator Telex (AOT) 32–17,

Revision 01, dated November 6, 1997. This

incorporation by reference was approved by

the Director of the Federal Register in

accordance with 5 U.S.C. 552(a) and 1 CFR

part 51. Copies may be obtained from Airbus

Industrie, 1 Rond Point Maurice Bellonte,

31707 Blagnac Cedex, France. Copies may be

inspected at the FAA, Transport Airplane

Directorate, 1601 Lind Avenue, SW., Renton,

Washington; or at the Office of the Federal

Register, 800 North Capitol Street, NW., suite

700, Washington, DC.

Note 3: The subject of this AD is addressed

in French airworthiness directive 97–385–

112(B), dated December 17, 1997.

(e) This amendment becomes effective

on August 12, 1998.

Issued in Renton, Washington, on June 29,

1998.

Vi L. Lipski,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 98–17911 Filed 7–7–98; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 98–NM–95–AD; Amendment

39–10448; AD 98–07–26]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 767 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; correction.

SUMMARY: This document corrects two

typographical errors that appeared in

airworthiness directive (AD) 98–07–26,

which was published in the Federal

Register on April 6, 1998 (63 FR 16681).

The typographical errors resulted in a

reference to an incorrect part number

and incorrect section of the referenced

service information. This AD is

applicable to certain Boeing Model 767

series airplanes. This AD requires

detailed visual inspection(s) for damage

or chafing of certain electrical wire

bundles and for clearance between the

wire bundles and adjacent forward

galley air chiller; and follow-on

corrective actions.

DATES: Effective April 21, 1998.

The incorporation by reference of

certain publications listed in the

regulations was previously approved by

the Director of the Federal Register as of

April 21, 1998 (63 FR 16681, April 6,

1998).

FOR FURTHER INFORMATION CONTACT:

Elias Natsiopoulos, Aerospace Engineer,

Systems and Equipment Branch, ANM–

130S, FAA, Transport Airplane

Directorate, Seattle Aircraft Certification

Office, 1601 Lind Avenue, SW., Renton,

Washington 98055–4056; telephone

(425) 227–1279; fax (425) 227–1181.

SUPPLEMENTARY INFORMATION:

Airworthiness Directive (AD) 98–07–26,

amendment 39–10448, applicable to

certain Boeing Model 767 series

airplanes, was published in the Federal

Register on April 6, 1998 (63 FR 16681).

That AD requires detailed visual

inspection(s) for damage or chafing of

certain electrical wire bundles and for

clearance between the wire bundles and

adjacent forward galley air chiller; and

follow-on corrective actions.

As published, that AD contained two

typographical errors in paragraphs

(a)(1)(ii), (a)(2), (a)(3)(ii), and (a)(4).

First, those paragraphs identified

‘‘Section 20–00–11’’ of the Boeing

Standard Wiring Practices Manual as

the appropriate source of service

information for accomplishment of the

actions. However, the correct section

should have been identified as ‘‘Section

20–10–11.’’ Second, those paragraphs

identified ‘‘TFX–2X standard wall

thickness (sleeve)’’ as one of the

appropriate materials to protect the

bundles. However, part number (P/N)

‘‘TFX–2X’’ was indicated inadvertently

in those paragraphs instead of the

correct P/N ‘‘TFE–2X.’’ (In fact, P/N

‘‘TFX–2X’’ does not exist.)

Since no other part of the regulatory

information has been changed, the final

rule is not being republished.

The effective date of this AD remains

April 21, 1998.

In final rule, FR Doc. 98–8705,

published on April 6, 1998 (63 FR

16681), make the following corrections:

§ 39.13 [Corrected]

1. On page 16683, in the first column,

paragraph (a)(1)(ii) of AD 98–07–26 is

corrected to read as follows:

* * * * *

(a) * * *

(1) * * *

(ii) Prior to further flight, install

protective tape or sleeve over the wire

bundles, in accordance with Section 20–

10–11 of the Boeing Standard Wiring

Practices Manual. Operators shall use

one of the following materials to protect

the bundles: RT876 (sleeve), TFE–2X

standard wall thickness (sleeve), P–440

(tape), Scotch 70 (tape), or CHR–A–2005

(tape).

* * * * *

2. On page 16683, in the first column,

paragraph (a)(2) of AD 98–07–26 is

corrected to read as follows:

* * * * *

(a) * * *

(2) If no damage or chafing is detected

and inadequate clearance exists, prior to

further flight, modify the routing of the

wire bundles in accordance with the

Boeing message, and install protective

tape or sleeve over the wire bundles in

accordance with Section 20–10–11 of

the Boeing Standard Wiring Practices

Manual. Operators shall use one of the

following materials to protect the

bundles: RT876 (sleeve), TFE–2X
36836 Federal Register / Vol. 63, No. 130 /Wednesday, July 8, 1998 /Rules and Regulations

standard wall thickness (sleeve), P–440

(tape), Scotch 70 (tape), or CHR–A–2005

(tape).

* * * * *

3. On page 16683, in the first column,

paragraph (a)(3)(ii) of AD 98–07–26 is

corrected to read as follows:

* * * * *

(a) * * *

(3) * * *

(ii) Prior to further flight, install

protective tape or sleeve over the wire

bundles in accordance with Section 20–

10–11 of the Boeing Standard Wiring

Practices Manual. Operators shall use

one of the following materials to protect

the bundles: RT876 (sleeve), TFE–2X

standard wall thickness (sleeve), P–440

(tape), Scotch 70 (tape), or CHR–A–2005

(tape).

* * * * *

4. On page 16683, in the first and

second columns, paragraph (a)(4) of AD

98–07–26 is corrected to read as follows:

* * * * *

(a) * * *

(4) If damage or chafing is detected

and inadequate clearance exists, prior to

further flight, repair and modify the

routing of the wire bundles in

accordance with the Boeing message,

and install protective tape or sleeve over

the wire bundles in accordance with

Section 20–10–11 of the Boeing

Standard Wiring Practices Manual.

Operators shall use one of the following

materials to protect the bundles: RT876

(sleeve), TFE–2X standard wall

thickness (sleeve), P–440 (tape), Scotch

70 (tape), or CHR–A–2005 (tape).

* * * * *

Issued in Renton, Washington, on June 29,

1998.

Vi L. Lipski,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 98–17910 Filed 7–7–98; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 98–NM–145–AD; Amendment

39–10650; AD 98–14–17]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 747 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This amendment supersedes

an existing airworthiness directive (AD),

applicable to certain Boeing Model 747

series airplanes, that currently requires

disconnection of the electrical

connector to the scavenge pump of the

center wing tank. That AD also requires

a one-time inspection to identify the

part number of the electrical connector;

and replacement of the pump with a

new or serviceable pump, if necessary.

This amendment requires a one-time

inspection to identify the part number

of the scavenge pump motor-impeller

unit; and corrective action, if necessary.

This amendment is prompted by a

report of damage to the internal wiring

of a scavenge pump that had been

replaced in accordance with the existing

AD. The actions specified in this AD are

intended to prevent potential failures

within the electrical motor assembly of

the scavenge pump, which could result

in leakage of fuel from the electrical

connector into the main landing gear

wheel well, or electrical arcing within

the scavenge pump motor; these

conditions could result in a fuel fire in

the wheel well.

DATES: Effective July 23, 1998.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of July 23,

1998.

Comments for inclusion in the Rules

Docket must be received on or before

September 8, 1998.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–114,

Attention: Rules Docket No. 98–NM–

145–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

The service information referenced in

this AD may be obtained from Boeing

Commercial Airplane Group, P.O. Box

3707, Seattle, Washington 98124–2207.

This information may be examined at

the FAA, Transport Airplane

Directorate, 1601 Lind Avenue, SW.,

Renton, Washington; or at the Office of

the Federal Register, 800 North Capitol

Street, NW., suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT:

Chris Hartonas, Aerospace Engineer,

Systems & Equipment Branch, ANM–

130S, FAA, Transport Airplane

Directorate, Seattle Aircraft Certification

Office, 1601 Lind Avenue, SW., Renton,

Washington 98055–4056; telephone

(425) 227–2864; fax (425) 227–1181.

SUPPLEMENTARY INFORMATION: On

November 26, 1997, the FAA issued AD

97–25–06, amendment 39–10230 (62 FR

63622, December 1, 1997), applicable to

certain Boeing Model 747 series

airplanes. [A correction of the rule was

published in the Federal Register on

January 2, 1998 (63 FR 4).] That action

requires disconnection of the electrical

connector to the scavenge pump of the

center wing tank; a one-time inspection

to identify the part number of the

electrical connector; and replacement of

the pump with a new or serviceable

pump, if necessary. That action was

prompted by findings from a design

review and analysis of scavenge pumps

installed on certain Boeing Model 747

series airplanes that was undertaken as

part of an accident investigation. The

actions required by that AD are

intended to prevent potential failures

within the electrical motor assembly of

the scavenge pump, which could result

in leakage of fuel from the electrical

connector into the main landing gear

wheel well, or electrical arcing within

the scavenge pump motor; these

conditions could result in a fuel fire in

the wheel well.

Actions Since Issuance of Previous Rule

Since the issuance of that AD, the

FAA has received a report of damage to

the internal wiring of a scavenge pump;

the connector of that scavenge pump

had been replaced with a Lear Romecsupplied connector, in accordance with

the requirements of the existing AD. The

damage to the wiring has been

attributed to that replacement

connector’s longer backshell, which

provides insufficient clearance for the

attachment screw of the internal ground

wire of the scavenge pump motor, and

can cause interference between the

screw and the connector. Such wiring

damage, if not corrected, could cause

short circuiting and failures within the

electrical motor assembly; such failures

could result in leakage of fuel from the

electrical connector into the main

landing gear wheel well, or electrical

arcing within the scavenge pump motor,

and consequent fuel fire in the wheel

well.

Explanation of Relevant Service

Information

As a result of this recent finding,

Boeing has issued Alert Service Bulletin

747–28A2215, dated May 14, 1998,

which describes procedures for a onetime inspection to identify the part

number for the installed scavenge pump

motor-impeller unit; and corrective

action, if necessary. The alert service

bulletin provides operators a choice of

three corrective actions. First, operators

may replace the scavenge pump with a

different model scavenge pump.

Second, operators may replace the

scavenge pump with a scavenge pump

that has been modified in accordance

with Lear Romec Service Bulletin

RR24680 28–002, dated May 4, 1998.